# NTSB CEN25LA021: Mooney M20K, N231MW, Elizabeth, LA, October 17, 2024 - Type: NTSB accident investigation - Classification: Accident · No injuries · Class 3 · Limited · Final report - Date: October 17, 2024, 14:32 local (19:32 UTC) - Place: Elizabeth, LA - Coordinates: 30.852019, -92.81124 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=30.8520&lon=-92.8112&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Defining event: [Landing-aborted after touchdown: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report October 16, 2026 - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Central Region - Parties: FAA-FSDO - NTSB case key (mKey): 195354 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN25LA021 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/195354/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=195354 - Page: https://openairdocs.org/ntsb/CEN25LA021 ## Probable cause The pilot’s failure to set the engine fuel mixture to the required setting, which resulted in reduced engine power during a go-around and subsequent impact with trees. Contributing to the accident, the failure of the mechanic to perform a current fuel injection system calibration. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Performance/control parameters: powerplant parameters](https://openairdocs.org/ntsb-findings/01062050): Aircraft › Aircraft oper/perf/capability · Attain/maintain not possible (probable cause); cases with it: [Mooney M20K, 2 cases](https://openairdocs.org/ntsb-findings/01062050/cases.md?model=5870220), [All aircraft, 81 cases](https://openairdocs.org/ntsb-findings/01062050/cases.md) - [Use of equip/info: use of equip/system](https://openairdocs.org/ntsb-findings/02063015): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Mooney M20K, 4 cases](https://openairdocs.org/ntsb-findings/02063015/cases.md?model=5870220), [All aircraft, 1,391 cases](https://openairdocs.org/ntsb-findings/02063015/cases.md) - [Engine controls: mixture control](https://openairdocs.org/ntsb-findings/01057602): Aircraft › Aircraft power plant · Incorrect use/operation (probable cause); cases with it: [Mooney M20K, 1 case](https://openairdocs.org/ntsb-findings/01057602/cases.md?model=5870220), [All aircraft, 41 cases](https://openairdocs.org/ntsb-findings/01057602/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Landing-aborted after touchdown: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) (defining event); cases with it: [Mooney M20K, 4 cases](https://openairdocs.org/ntsb-events/342/sequence.md?model=5870220), [All aircraft, 1,858 cases](https://openairdocs.org/ntsb-events/342/sequence.md) - [Approach-VFR go-around: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342); cases with it: [Mooney M20K, 4 cases](https://openairdocs.org/ntsb-events/342/sequence.md?model=5870220), [All aircraft, 1,858 cases](https://openairdocs.org/ntsb-events/342/sequence.md) - [Approach-VFR go-around: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Mooney M20K, 28 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=5870220), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The pilot reported that during a go-around after a bounced landing, the engine did not produce full power. The pilot chose to perform the go-around due to the bounced landing on the short, grass runway. During engine throttle application, the pilot noticed that the airplane did not attain the normal acceleration rate. The pilot verified the position of the cockpit engine controls; however, the airplane was still underperforming. Before the pilot could attempt any further actions, the airplane settled into the tree line at the end of the runway, impacted multiple trees, and came to rest inverted about 4 feet off the ground, which resulted in substantial damage to both wings, the fuselage, and the empennage. Multiple witnesses reported that the engine sounded as if it was not producing full rated power. Postaccident examination of the airframe revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation. However, a review of recorded engine data showed that the engine was not producing full power during the approach, landing, and go-around. Recorded engine monitor data indicated a sharp drop in the No. 1 cylinder’s Exhaust Gas Temperature (EGT) from 1321° F to 365° F as the pilot was turning onto final approach. Over the next minute, the No. 1 cylinder’s EGT rebounded twice before again falling relative to the other cylinders’ EGTs. When the pilot applied full engine power during the go-around, the No. 1 cylinder’s EGT jumped from 532° F to 863° F for less than one second before again dropping down to 526° F. Three seconds later the No. 1 cylinder’s EGT returned to normal, in line with the other cylinders; however, full engine power was not restored until 11 seconds after the pilot commanded full engine power. This is likely the No. 1 cylinder air fuel mixture was too lean for proper combustion. At the start of the initial decent, the highest recorded cylinder EGT temperature was 1,467° F and the lowest 1,306° F. At the start of the descent from traffic pattern altitude for landing, the highest recorded cylinder EGT was 1,480° and the lowest was 1,351° F. During the go-around, the fuel flow was steady at about 10 gph until the end of the recording when the fuel flow suddenly increased to 15 gph in about one second. Additional review of the engine data revealed that during takeoff and initial climb, the maximum recorded fuel flow was 20.6 gph which is 2.4 gallons below the minimum required full engine power fuel flow of 23.0 gph. Review of the maintenance logbooks did not reveal a fuel injection system calibration during the most recent annual inspection as required by manufacturer’s maintenance manual. Due to a lack of recent calibration of the fuel injector system, it is likely that the system would not have provided the required fuel flow to the engine. On the accident flight, the pilot likely did not enrichen the mixture before starting the descent until after established in the go-around. During thego-around, the pilot likely observed that the mixture was not properly set when he noticed the degraded performance of the engine. This is consistent with the sudden increase in recorded fuel flow and engine power before end of the data and subsequent impact with trees. ## Factual narrative On October 17, 2024, about 1432 central daylight time, a Mooney M20K airplane, N231MW, was substantially damaged when it was involved in an accident near Elizabeth, Louisiana. The pilot and passenger were uninjured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot reported that during a go-around after a bounced landing at WC Field (LS46) in Elizabeth, Louisiana, the engine did not produce full power. The pilot chose to perform the go-around due to the bounced landing on the short, grass runway. During engine throttle application, the pilot noticed that the airplane did not attain the normal acceleration rate. The pilot verified the position of the cockpit engine controls; however, the airplane was still underperforming. Before the pilot could attempt any further actions, the airplane settled into the tree line at the departure end of the runway, impacted multiple trees, and came to rest inverted about four feet off the ground, resulting in substantial damage to both wings, the fuselage, and the empennage. Multiple witnesses reported that the engine sounded as if it was not producing full rated power. Postaccident examination of the airframe revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation. The engine had continuity from the crankshaft to the accessory section and the valves operated normally when the engine was rotated by hand with the propeller. A borescope inspection of the cylinders did not reveal any abnormalities. The airplane was equipped with an Electronics International MVP-50P digital engine monitor, which was recovered and successfully downloaded by the NTSB Vehicle Records Laboratory. Review of the engine data indicated that the engine fuel flow and the No. 1 cylinder’s EGT varied considerably during the approach, landing, and go-around (see figure). Figure. Plot of engine parameters for about the final 3 minutes of the accident flight. According to the engine manufacturer, the recorded engine data shows that the No. 1 cylinder operates with the leanest fuel air mixture. As the pilot was turning onto final approach for runway 18, the engine monitor recorded a decrease in the No. 1 cylinder EGT from 1321° F to 365° F. Over the next minute, the No. 1 cylinder EGT increased twice before decreasing relative to the other cylinder EGTs. At 1432:26, when the pilot applied full engine power during the go-around, the No. 1 cylinder EGT increased from 532° F to 863° F for less than one second before decreasing back to 526° F. Three seconds later, the No. cylinder 1 EGT again began to positively correlate with the other cylinders’ EGTs. However, full engine power was not regained for about 11 seconds after the pilot applied full engine power. At 1413:24, at the start of the initial decent from cruise altitude, the highest recorded cylinder EGT temperature was 1467° F and the lowest 1306° F. At the start of the descent from traffic patternaltitude for landing, the highest recorded cylinder EGT was still about the same at 1480° and the coldest at 1351° F. During the go-around, the fuel flow was steady at about 10 gph until the end of the recording when the fuel flow suddenly increased to 15 gph in about one second. Additional review of the engine data revealed that during takeoff and initial climb, the maximum recorded fuel flow was 20.6 gph, which is 2.4 gallons below the minimum required full engine power fuel flow of 23.0 gph. Review of the maintenance logbooks did not reveal a fuel injection system calibration during the most recent annual inspection. This system calibration is required by Continental to be performed annually by 6-4.7 in Chapter 6 of the M-0 Standard Practice Maintenance Manual. According to the engine manufacture, the lack of calibration of the fuel injector system would prevent the engine from receiving the required fuel flow. ## Aircraft - Registration: [N231MW](https://openairdocs.org/deregistered/N231MW-2025-01-08), registration cancelled 2025-01-08, S/N 25-0200, built 1979 (OpenAirDocs) - Reported make and model: MOONEY AIRCRAFT CORP. M20K - Registry model: [Mooney M20K](https://openairdocs.org/model/mooney-m20k) (registry code 5870220) (OpenAirDocs) - Registry engine: [Continental TSIO-360 series](https://openairdocs.org/engine/continental-tsio-360-series) (registry code 17019, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 25-0200 - Year built: 1979 - Airframe hours: 5372 - Engines: Continental TSIO-360-LB 210 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: 100 hour, June 1, 2024 - Departed: X35, Dunnellon, FL - Destination: Same as departure - Flight plan: IFR - Airport: LS46, WC Airfield, runway 18, 2,600 × 50 ft, grass/turf - Equipment: Electronic primary flight display, Data recorder, Auto-pilot, ADS-B, Stall warning system ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 61; injuries: none; flight engineer, airline transport; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 1, with waivers/limitations; last flight review April 18, 2023; seat: left; restraint: 3-point; flight hours: 13,000 total, 35 in this make and model, 10,000 as pilot in command, 35 in the last 90 days, 35 in the last 30 days, 0 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 100° at 4 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 72 °F, dew point 32 °F - Altimeter: 30.25 inHg - Observed at: KACP, 9 nm away - METAR: KACP 171955Z AUTO 10004KT 10SM CLR 22/00 A3025 RMK AO2 ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20241017017339A](https://openairdocs.org/incident/20241017017339A), Oct 17, 2024: Mooney Aircraft Corp. M20K, Elizabeth, LA, Destroyed. PIC was performing a landing on runway 18, upon touch down the aircraft bounced twice and PIC executed a go around. On climb out the aircraft crashed into the… ## Other investigations on N231MW (1) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB LAX87FA198](https://openairdocs.org/ntsb/LAX87FA198), Apr 30, 1987: Mooney M20K (N231MW), Long Beach, CA, substantial damage ## Docket (10 files) The files NTSB released with the investigation on October 16, 2026, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=195354. 26.1 MB in all. - Pilot/operator aircraft accident report, NTSB form 6120.1 (item 1, PDF, 10 pages, 1.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20613177&FileExtension=pdf&FileName=NTSB_Form_6120_1%20%20%20%20%205_241021_221146_Redacted-Rel.pdf - Examination summary (item 2, PDF, 4 pages, 128 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20613196&FileExtension=pdf&FileName=Examination%20Summary-Rel.pdf - Photo array (item 3, PDF, 4 pages, 2.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20612182&FileExtension=pdf&FileName=Photo%20Array-Rel.pdf - Engine logbook excerpts (item 4, PDF, 10 pages, 5.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20613386&FileExtension=pdf&FileName=N231MW%20Engine%20Logs_Redacted-Rel.pdf - Engine data monitor - specialist's factual report (item 5, PDF, 10 pages, 1.9 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19549969&FileExtension=pdf&FileName=CEN25LA021%20Engine%20Data%20Monitor%20-%20Specialist%27s%20Factual%20Report-Rel.pdf - Attachment 1 to engine data monitor - specialist's factual report (item 6, CSV, 5.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19550075&FileExtension=csv&FileName=Attachment%201%20to%20Engine%20Data%20Monitor%20-%20Specialist%27s%20Factual%20Report-Rel.csv - Engine start data chart (item 7, PDF, 1 page, 185 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20612813&FileExtension=pdf&FileName=Engine%20Start%20Data-Rel.pdf - Release of aircraft wreckage, NTSB form 6120.15 (item 8, PDF, 2 pages, 132 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20613236&FileExtension=pdf&FileName=N231MW%20NTSB%20Release_Redacted-Rel.pdf - Engine monitor raw data (item 9, CSV, 8.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20974068&FileExtension=csv&FileName=Flt1910_10-17-24f-Rel.csv - Continental mor (item 10, PDF, 1 page, 62 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20975128&FileExtension=pdf&FileName=MOR%20TCM-Rel.pdf From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.